Compound air brake



W. G. CANION.

COMPOUND AIR BRAKE. APPLICATION FILEDJUNE 28. 192| Patenasept. 26,1922'.

2 SHEETS-SHEET l."

W. G. CAMION.

COMPOUND AIR BRAKE. APPLlcATloN FILED :uns 2s, 192|.

2 SHEETS-SHEET 2.

Patented Sept. 26, 1922.Y

hat,

i ,ESF i WILLIAM G. CAMION, OF BALTIMORE, MARYLAND, ASSIGNOR TO CANIONk AIR-BRAKE COMEANY, OF ISISBEEG, ARIZONA, .a CORPRATIO'N 0F SARIZONA.

Reled for abandoned application f June 28,' 1921.

T 0 @ZZ w71 om t may concern Be it known that l, Wimmer G. GA'NIQN, a citizen ot the United States, residing at Baltimore7 in the State of inlaryland7 have invented certain nev,v and useful improvements in Compound Air Brakes; and l do hereby declare the following to be' a full, clear, and exact description oi the invention7 such as Will enable others skilled in the art to which it appertains to make and use the same.

This invention is an improved compound air brake apparatus adapted to automatically take up the slack in the brake chain and embodying a prime moving slack adjusting piston arranged in and. movable independently o1 the brake applying piston Awhich operates in the brake cylinder, and means for automatically controlling, the operation of the said pistons, as hereinafter described and claimed.

Une object of my improved invention is to provide improved fluid pressure brake apparatus oit this character including a plurality brake operating pistons and'means to utilize charge to move the pistons to brake applying position and one in advance of another.

Another object of my invention is topprovide improved iiuid pressurebrale apparatus of this character embodyinga plurality of brake operating pistons and automatically actingmeans to utilize a charge to move the pistons to brake applyinposition one in advance ot another.

nother object of my invention is to provide improved Jduid pressure brake apparatus of this character embodying a plurality ot brake operating' pistons and means to utilize a charge to simultaneously move the pistons to brake applying position at different rates of speed.

Another object oimy invention is to provide improved compound air brake apparatus which may be used in connection With ordinary air brake apparatus.

Another object to provide an improved compound air brake apparatus Which operates automatically through the train pipe and which is at all times under direct control.

i'inother object ot my invention is to pro- `vide improved compound iiuio ressure serial no. vaioa' fue@ september 25,1913.

when pressure is reduced .ara enana.

Serial No. 481,163.

brake apparatus which is cushioned When in ordina-ry brake applying position 4and prevents the trainwvheels fromA becoming locked and flattened.'

Another object of my improved invention is to provide improved fluid pressure operated brake apparatus of this character which effects a 'considerable economy of Huid under"4 pressure'in its operation.

Another object of my invention isto pro-l vide improved 'fluid pressure bra-ke' .apparatus lwhich is cheap and simple, is readily operated7 which may be `readily installed,

and which is not likely to get out of'order'.

in the accompanying drawings 'Figure -l is a vertical,longitudinal sectional view of compound airbrake appa-- This application filed ratus constructed in` accordance with myy l.

invention and in releasel position.

liigure 211s a detailI vertical transverse sectional view of the saine on the plane indicated `by the linea-rot `Figure '1.k

AFigure is a detail elevation on a larger ,l

vsca-'ie et the controlling' valve for the slack adjusting piston. fco.acting' vparts ot the brake operated piston being shown in section'. 1

Figure 4iis a sectional view, similar to liigu're l. and showing` thek parts in brake'` setting position;r K y Figure. 5 isa viewsimilar tov Figure 3 and showing` the controlling valve in brake setting position;v i Figure 3' is a detail longitudinal `central sectional vievvy oft` the controlling valve.

Figure T is` a detail transverse sectional View oi the same on the plane indicated by the line of Figure 6.

ln accordance with invention',` the brake cylinder l in which thebralie' operatying` piston 2' is' mounted `is connectedto .an

auxiliary reservoir 8. The' cylinder isliere shown asl arranged head of the auxiliary reservoir, the enddirectly on one end orV ot the latter beingprovided With an op'eir-y ing 5. A by-pass is ton 2 vvhenfthe latter is at the inner en d of' 'and between the' brake the brake cylinder,

pass being` here shownr as formed byia 'pipe 6 which is n that closes against back pressure 'from the auxiliary reservoir. The vtrain pipe 8 1s cylinder and thel auxiliary reservoir, this byprovided with a check valve' T.

formed around the pisshown connected directly to the outer head 9 of the brake cylinder and the said head is provided with a stulling box 10. il brake lever is indicated at 11.

A brake operating piston 2 is provided on opposite sides with packing rings 12 and is also provided on its trent side with an outer cylinder 13 of less diameter than the brake cylinder and an inner cylinder 14C of less diameter than the cylinder 13 and Which is concentrically arranged therein. The cylinder 1&1 has an outwardly extending` annular flange 15 its rear end7 secured the piston 2 by bolts '16. The outer cylinder 13 has its rear end fitted around said flange A similar flange 1? is at the front end of the inner cylinder and the coninion front head 18 ol said cylinders 13 and 11 bolted as at 19 to the flange 17 of the cylinder .14E and. also as at 2O to a flange 21 at the ifront end oit the cylinder 13. tubular rod 22eitends from the center orp the head 18 out through thepacking box 10 ot the 'head of the bralre cylinder, the said tubular rod being provided at its front end with a diainetrically enlarged heads 23. An annular chamber 24- is formed between the cylinders 13 and 111 of the piston 2, and constitutes a brake piston carried reservoir.

The Wall of the inner cylinder 111 i f thiclrened at a suitable point here shown at the under side and is provided With a duct 25 Which opens into said cylinder 1e near its rear end through a port 26 and is also provided With a duct 27 Which opens into the front portion of said cylinder le through a port 28. N ear the front end ot the chamber 21 the said Wall of the inner cylinder 1d is provided with ports 29 and 30, respectively for the ducts 25 and 27, the said ports being spaced. a suitable distance apart and leading through one side of a tubular valve casing 31. Said valve casing is arranged in the front end of the chamber 2/1, is bolted or otherwise suitably secured as at 32 to the outer side of the inner cylinder le, is open at its rear end and is formed at its trent end Uri with a reduced tubular portion which projects through an opening in the head 1S. is eXteriorly threaded and receives a. nut 5dr which bears against said head.

A primer actuating slack adjusting piston v35 is arranged for reciprocating movement in the inner cylinder 14 of the brake operating piston 2 and has a rod 3G Which passes through the tubular rod 22 of the piston 2 and is attached as at 37 to the brake lever 11. The diameter oit the piston rod 3G is less than the interior diameter ot the tubular rod 22 of the piston 2 so that a duet 38 is foi-ined by the bore of' the tubular piston rod 22 aroniul the piston rod le Iand Afrom the Ytrout end or the cylinder 14 to the atmosphere.

rlhe valve casing 3l. has a port 39 at a suitable distance from its front end and connnunicating -with the chamber 2e between the cylinders 13 and 14C of the piston 2. A cylindrical controlling valve 10 is ar ranged for reciprocating movement and is fitted in the valve casing 31, its forward movement being limited by the shoulder i at the front end of the valve casing and its rearward movement being limited by a stop pi n L12 with which the valve casing is provided. rlhs cylindrical valve is provided a suitable distance from its front end with a pair oit spaced annular grooves 113 and which are connected together by a channel and is provided a suitable distance trein its rear end with an annular groove 16. il. enti-al longitudinal bore or duct di' is made in the rear endet the valve lll which communicates with the groove le through radial arms or ducts Sand in the said duct 1T is a ehe/lr valve e9 which closes rearwardly and is normally held in closed position by a light spring 5G. lWhen the val '.'e is at the forward liniit oi" its nieve nient its cuts ofi4L` the port 3G, its grooves *5.1 'fbeing on opposite sides oi.' and spaced t ie port 3U and its groove is ce incident with the port 29 thus establishing connection between the chamber and the interior o1 the cylinder 14: in oi the pistou 351v through the. bore 117, arms 118, groove L16, port 29 and duet 25. lWhen thus located the valve l0 is in service position7 this being shown in Figures and 5.

liihen said valve 10 is moved baclnvin reit uncovers the port 39, its sters with the port 30 and its gristers with the port 2S? thus y escape of compressed from the le in rear of the piston 35 to the i through the duct 25. groove 41%, ereove 43 and duct 2i' into the said cylinder .lll and ifi'oin thence out to the air through the `duct 38 around the piston rod 36. Y

The operation of my improved compound lease pos afi pp ratus is r follovvscen a cha.. oiA ce creased air is adni. to the bi' 'e cylinder l thi'oug'h the pip ft moves the piston 2 rearwardly and the piston is caused to nieve with the piston 2 but at a less rate ol` speed7 owing to the presence of escapi,.,g` air in the front end of the cylinder 111. Compressed air from the cylinder 1 at the Sametime enters the valve casing 31 through its front end and forces the valve lO rearwardly. thus opening the port and hence vvliile the reservi'iir il is be ig charged from the cylin` der l thi-mieli the valved lay-pass, the cham- 24- is also charred with compressed air and at the pressure as in the ycylinder 1 and auxiliary reservoir 2%. 'lhe rearward feoient o the pistons 2 and 35 causes the s to be released as will he uiu'lerstoed la nen pressure is reduced through the train pipe 8pressure-in the cylinder ibecomes less than in the auxiliary reservoir 3 and also becomes lessin front of the valve Ll() than inthe brake piston carried reservoir or chamber 24 and hence-the valve `a() moves forwardly thus establishing communication betiveenfthe reservoir 24 andthe cylinder 14 in rear ofthe piston 35 so that the said piston is moved forwardlyand at a highel` rate of speed thanthe piston 2. Such movement of the piston 35 makes an initial application ofthe brakes and under ordinary circumstances it ris not necessary to make such a reduction of pressure in the cylinder l as to cause the piston 2 to move forwardly to the full extent but if the reu duction is as great as is required in an emergency the piston 2 also can be moved forwardly to the full extent and be caused to apply the head 23 of its tubular piston rod 22 to the brake lever 11. The initial movement of the piston 35 to brake applying position takes up the slack in the brake chains. Only a comparatively slight reduction through the train pipe 8 is necessary to cause the piston 35 to move to brake applying position, the compressed air stored in the brake carried reservoir or chamber 211 is ordinarily sufhcient to apply ,the brakes through the piston 35 and hence a great economy of compressed air is effected. The compressed air in the cylinder 14 behind the piston 35 forms an air cushion Which is maintained behind the said piston When applying brakes and hence under ordinary applications of brakes in which the piston 2 is not moved so fully as to apply head 23 to the brake lever, the train wheels are not gripped so tightly by the brake shoes as to be prevented from turning and bei'ng Worn flat on one side by .friction on the track rails. But When, as in an emergency, the engineer' reduces through the train pipe 8 to such an extent as to cause the piston 2 to move fully forward and engage the head 23 with the brake lever the entire force of the compressed air in the auxiliary reservoir 3 as vvell as that in the brake piston carried reservoir 24 can be Vutilized in applying the brakes. I

My improved compound automatic air brake apparatus is under the direct control of the engineer under all conditions, making it unnecessary to adjust to take up the. slack in the brake chains and my improved brake can be used, when desired, for operation in connection With ordinary air brake apparatus.

Having claim l. In fiuid pressure brake apparatus, the combination of a brake cylinder, a main brake piston therein, a cylinder and a charging reservoir therefor both carried by the main brake piston, a prime acting brake thus described my invention, 1

pistonin theflastfnamed cylinder/.and means to cause: said `reservoir to .be charged from the brake; cylinder. and to utilize said charge to movel the lprime .actingbrake piston to brakeapplyingipositiom in advance and independently of the main brake piston.

2. Inlfluid'pressure brake apparatus,.the combination of la brake cylinder, a `main brake piston therein, a cylinder and a charging reservoir therefor both carried bythe main brake piston, aprime acting brake piston inthe last named cylinder and rfluid pressure actuated means, to cause said reservoir to be charged from the brake cylinder and to utilize said charge to move the prime acting brake piston to brake applying position in advance and independently of the main brake piston.

3. ln fluid pressure brake apparatus, the combination of a brake cylinder, a main brake piston therein, a cylinder and a charging reservoir therefor both carried by the main brake piston, a prime acting brake piston in the last-named cylinder and a fluid pressure actuated controlling valve, operative upon variations in pressure through the train pipe to cause said reservoir to be charged from the brake cylinder and to utilize said charge to move the prime acting brake piston to brake applying position in advance and independently of the main brake piston.

4f. In fluid pressure actuated brake apparatus, the combination of a brake cylinder, an auxiliary reservoir directly connected and discharging into one end of the cylinder, a by-pass connection of reduced capacity connecting said brake cylinder and auxiliary reservoir, a main brake piston in the brake cylinder, a cylinder and a charging reservoir therefor both carried by the main brake piston, a prime acting brake piston in the last named cylinder and a controlling valve to cause said reservoir to be charged from the brake cylinder and to utilize said charge to move the prime acting brake piston to brake applying position in `advance and independently' of the main brake piston.

5. ln fluid pressure actuated brake apparatus the combination of a brake cylinder, an auxiliary reservoir directly connected and discharging into one end of the cylinder, a by-pass connection of reduced capacity connecting said brake cylinder and auxiliary reservoir, a check valve in said by-pass connection to close against back pressure from the auxiliary reservoir, a main brake piston in the brake cylinder, a cylinder and a charging reservoir therefor both carried by the main brake piston, a prime acting brake piston in the last-named cylinder and a controlling valve to cause said reservoir to be charged from the brake` cylinder and to utilize said Charge to move the prime acting brake piston to brake applying position in advance and independently of the main brake piston.

In fluid pressure brake actuated apparatus the combination of a brake cylinder, a main brake piston therein, a cylinder and a charging reservoir 'therefor both carried by the main brake piston, said cylinder havingducts leading from opposite ends thereof to the said charging reservoir and said charging reservoir having a direct connection With said brake cylinder and a controlling' Valve to cause said charging reservoir to be charged from and With the brake cylinder, to also cause the charge in the charging reservoir to be utilized for moving the prime acting brake piston to brake applying position when the main brake piston is moving to such position, but at a higher rate of speed, and to exhaust from the main brake piston carried cylinder When the brake cylinder is recharged.

In testimony whereof, l aiix my signature.

WILLIAM G. CANION. 

